EP0522492B1 - Lenkung mit elektrischer Hilfskraft - Google Patents

Lenkung mit elektrischer Hilfskraft Download PDF

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Publication number
EP0522492B1
EP0522492B1 EP92111471A EP92111471A EP0522492B1 EP 0522492 B1 EP0522492 B1 EP 0522492B1 EP 92111471 A EP92111471 A EP 92111471A EP 92111471 A EP92111471 A EP 92111471A EP 0522492 B1 EP0522492 B1 EP 0522492B1
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EP
European Patent Office
Prior art keywords
electric motor
steering apparatus
detection means
electric power
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP92111471A
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English (en)
French (fr)
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EP0522492A2 (de
EP0522492A3 (de
Inventor
Hirofumi Matsuoka
Hidetoshi Tabuse
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Koyo Seiko Co Ltd
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Koyo Seiko Co Ltd
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Publication date
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Publication of EP0522492A2 publication Critical patent/EP0522492A2/de
Publication of EP0522492A3 publication Critical patent/EP0522492A3/xx
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Publication of EP0522492B1 publication Critical patent/EP0522492B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
    • B62D5/0487—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures detecting motor faults
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
    • H02H3/08—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current
    • H02H3/087—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess current for dc applications
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
    • H02H7/0833—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors for electric motors with control arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
    • H02H7/0833—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors for electric motors with control arrangements
    • H02H7/0838—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors for electric motors with control arrangements with H-bridge circuit
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
    • H02H7/085—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load
    • H02H7/0851—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load for motors actuating a movable member between two end positions, e.g. detecting an end position or obstruction by overload signal

Definitions

  • This invention relates to an electric power steering apparatus which assists the power required for the steering operation of an automobile.
  • a steering torque acting on a steering wheel is detected, a driving current the value of which is set depending upon the detected torque is supplied to a DC motor for assisting the steering operation to drive it, so that the turning force of the DC motor assists the power required for the steering operation of an automobile, thereby providing a driver with a comfortable feeling of steering.
  • a driving circuit for the DC motor is composed of a bridge circuit consisting of four power transistors.
  • Fig. 1 is a schematic block diagram illustrating the configuration of a control system of a conventional electric power steering apparatus.
  • reference numeral 1 designates a DC motor for assisting the steering operation, and the DC motor 1 is driven by a motor driving circuit 2.
  • the motor driving circuit 2 is composed of a bridge circuit consisting of two forward rotation power transistors 20a and 20b and two reverse rotation power transistors 20c and 20d which function as switching elements.
  • the forward rotation power transistor 20a and reverse rotation power transistor 20d are connected in series, the reverse rotation power transistor 20c and forward rotation power transistor 20b are connected in series, and the two series circuits are connected in parallel.
  • the DC motor 1 is connected between the node of the forward rotation power transistor 20a and reverse rotation power transistor 20d and that of the reverse rotation power transistor 20c and forward rotation power transistor 20b.
  • the collector of the forward rotation power transistor 20a and that of the reverse rotation power transistor 20c are connected to a main power supply 5 through a current detection resistor 8 and a fail-safe relay circuit 6.
  • the emitter of the forward rotation power transistor 20b and that of the reverse rotation power transistor 20d are coupled to ground via a current detection resistor 9.
  • the bases of the forward rotation power transistors 20a and 20b and reverse rotation power transistors 20c and 20d are coupled to a control unit 7.
  • the fail-safe relay circuit 6 comprises a relay contact (not shown) which in its ON state supplies the electric power from the main power supply 5 to the motor driving circuit 2 and in its OFF state shuts off the supply of electric power. The operation of the relay contact is controlled by the control unit 7.
  • the current detection resistor 8 is coupled to an over-current detection circuit 80 which detects a current flowing into the motor driving circuit 2 and supplies the detection result to the control unit 7.
  • the current detection resistor 9 is coupled to a current detection circuit 90 which detects a current flowing through the DC motor 1 and supplies the detection result to the control unit 7.
  • the control unit 7 comprises a microcomputer and a PWM modulation circuit.
  • the microcomputer performs a control of the degree of assisting the steering operation in which the degree of assisting the steering operation for the DC motor 1 is calculated on the basis of the detection results of a torque sensor and a speed sensor (both are not shown), and also a fail-safe control in which the relay contact of the fail-safe relay circuit 6 is made into the OFF state when an abnormality in the torque sensor, the speed sensor, the motor driving circuit 2, etc. is detected.
  • the PWM modulation circuit generates a PWM output (hereinafter, referred to as "PWM signal”) corresponding to the degree of assisting the steering operation which has been obtained by the microcomputer.
  • the PWM signal for controlling the motor which is outputted from the PWM modulation circuit is applied to the base of the forward rotation power transistor 20a, and a continuous signal for controlling the motor by which the forward rotation power transistor 20b is continuously turned on is applied to the base of the forward rotation power transistor 20b.
  • a current flows through the main power supply 5, the fail-safe relay circuit 6, the current detection resistor 8, the forward rotation power transistor 20a, the DC motor 1, the forward rotation power transistor 20b and the current detection resistor 9, in this sequence, so that the DC motor 1 is driven to forward rotate.
  • the PWM signal outputted from the PWM modulation circuit is applied to the base of the reverse rotation power transistor 20c, and a continuous signal for controlling the motor by which the reverse rotation power transistor 20d is continuously turned on is applied to the base of the reverse rotation power transistor 20d.
  • a current flows through the main power supply 5, the fail-safe relay circuit 6, the current detection resistor 8, the reverse rotation power transistor 20c, the DC motor 1, the reverse rotation power transistor 20d and the current detection resistor 9, in this sequence, so that the DC motor 1 is driven to reversely rotate.
  • the driving force is regulated by the duty ratio of the PWM signal.
  • the control unit 7 When the state wherein the detection result exceeds the given threshold threshold value continues for a predetermined period of time, the control unit 7 performs a fail-safe control in which the relay contact of the fail-safe relay circuit 6 is made into the OFF state so that the supply of electric power to the motor driving circuit 2 is cut off, thereby forcibly stopping the DC motor 1.
  • Fig. 2 is a graph illustrating the variation of current value which is detected by the overcurrent detection circuit 80 when a ground fault occurs in the DC motor 1.
  • a ground fault of the DC motor 1 occurs at time t 1
  • the current flowing through the DC motor 1 increases in the manner of time-lag of first order in accordance with the electrical time constant of the DC motor 1 and reaches the given threshold value A at time t 4 .
  • the current value continues to be equal to or greater than the given threshold value A for the predetermined period of time, i.e. at time t 5 , the fail-safe control is performed.
  • JP-A-1 278 882 which forms the basis for the precharacterizing part of claim 1 discloses an electric power steering apparatus comprising first current detection means to determine a current flowing into a drive circuit and second current detection means to determine a current flowing out of the drive circuit.
  • the known apparatus is provided with means for obtaining the difference between the currents detected by said first and second current detection means, an abnormality detection means for detecting an abnormality of said electric power steering apparatus on the basis of the obtained current difference and inhibition means for inhibiting said electric motor from assisting the steering power when the abnormality is detected.
  • the first and second current detection means allow for the detection of a current flowing into or out of the drive circuit. However, if there is a failure within the drive circuit, a current flowing to or from the electric motor cannot be determined, thereby leaving an uncertainty about the failure status of the power steering apparatus.
  • the current flowing into the electric motor increases in the manner of time-lag of first order in accordance with the electrical time constant of the electric motor, and the current flowing out from the electric motor rapidly decreases to approximately zero.
  • the difference between the current flowing into the electric motor and that flowing out therefrom is obtained, and an abnormal state of the electric motor due to the ground fault is detected on the basis of this difference. More specifically, when this difference exceeds a given value, it is judged that an abnormal state of the electric motor due to a ground fault has occurred.
  • a fault in a motor driving circuit such as that caused in terminals of resistors which function as the means for detecting a current flowing into the electric motor and the means for detecting a current flowing out from the electric motor, and that caused in signal wires which are extended between the means for detecting a current flowing into the electric motor and that for detecting a current flowing out from the electric motor and the means for detecting an abnormal state.
  • Fig. 3 is a schematic block diagram illustrating the configuration of a control system of an electric power steering apparatus according to the invention.
  • reference numeral 1 designates a DC motor for assisting the steering operation which is driven by a motor driving circuit 2.
  • the motor driving circuit 2 is composed of a bridge circuit consisting of two forward rotation power transistors 20a and 20b and two reverse rotation power transistors 20c and 20d which function as switching elements.
  • the forward rotation power transistor 20a and reverse rotation power transistor 20d are connected in series, the reverse rotation power transistor 20c and forward rotation power transistor 20b are connected in series, and the two series circuits are connected in parallel.
  • the node of the forward rotation power transistor 20a and reverse rotation power transistor 20d is connected to the DC motor 1 through a first current detection resistor 3, and the node of the reverse rotation power transistor 20c and forward rotation power transistor 20b is connected to the DC motor 1 through a second current detection resistor 4.
  • the collector of the forward rotation power transistor 20a and that of the reverse rotation power transistor 20c are connected to a main power supply 5 through a fail-safe relay circuit 6.
  • the emitter of the forward rotation power transistor 20b and that of the reverse rotation power transistor 20d are coupled to ground.
  • the bases of the forward rotation power transistors 20a and 20b and reverse rotation power transistors 20c and 20d are coupled to a control unit 7.
  • the fail-safe relay circuit 6 comprises a relay contact (not shown) which in its ON state supplies the electric power from the main power supply 5 to the motor driving circuit 2 and in its OFF state shuts off the supply of electric power. The operation of the relay contact is controlled by the control unit 7.
  • the first current detection resistor 3 is coupled to a first current detection circuit 30 which detects a current flowing into or out from the DC motor 1 and supplies the detection result to the control unit 7.
  • the second current detection resistor 4 is coupled to a second current detection circuit 40 which detects a current flowing into or out from the DC motor 1 and supplies the detection result to the control unit 7.
  • the control unit 7 comprises a microcomputer 70 and a PWM modulation circuit 71.
  • the microcomputer 70 performs a control of the degree of assisting the steering operation in which the degree of assisting the steering operation for the DC motor 1 is calculated on the basis of the detection results of a torque sensor and a speed sensor (both are not shown), and also a fail-safe control in which the relay contact of the fail-safe relay circuit 6 is made into the OFF state when an abnormality in the torque sensor, the speed sensor, the motor driving circuit 2, etc. is detected.
  • the PWM modulation circuit 71 generates a PWM output (hereinafter, referred to as "PWM signal”) corresponding to the degree of assisting the steering operation which has been obtained by the microcomputer 70.
  • PWM signal a PWM output
  • the control unit 7 monitors the DC motor 1 on the basis of the detection results of the first and second current detection circuits 30 and 40, and, when the ground fault of the DC motor 1 is detected, performs the above-described fail-safe control.
  • FIG. 4 is a flowchart illustrating the procedure of the monitor and control for a ground fault which is conducted in the control unit 7.
  • step S1 it is judged whether or not the contents of a timer which defines the calculation period have reached a given value.
  • the process performs the return operation.
  • the detected current value I 1 of the first current detection circuit 30 and the detected current value I 2 of the second current detection circuit 40 are read in (step S2).
  • the absolute value of the difference between the read-in detected current values I 1 and I 2 is obtained, and it is judged whether or not the obtained absolute value is smaller than a predetermined threshold value ⁇ I (step S3).
  • the contents of an NG counter which conducts the count for the operation of the fail-safe relay circuit 6 are cleared (step S4).
  • step S5 when it is judged that the absolute value is not smaller than the threshold value ⁇ I or when a ground fault occurs in the DC motor 1, the value of the NG counter is increased by one (step S5), and it is judged whether or not the value of the NG counter exceeds a given value (step S6).
  • step S6 When it is judged in step S6 that the value of the NG counter does not exceed the given value, the process performs the return operation. In contrast, when it is judged in step S6 that the NG counter exceeds the given value, the fail-safe control described above is executed.
  • Fig. 5 is a graph illustrating the variation of the detected current value I 1 of the first current detection circuit 30 and the detected current value I 2 of the second current detection circuit 40 which are obtained when a ground fault occurs at point P of Fig. 3 in the DC motor 1 driven to rotate in forward direction.
  • the graph in which detected current value is plotted as ordinate and the elapsed time as abscissa shows the relationship between them.
  • a ground fault of the DC motor 1 occurs at time t 1 , and after the occurrence of the ground fault the detected current value I 1 increases in the manner of time-lag of first order in accordance with the electrical time constant of the DC motor 1, and the detected current value I 2 rapidly decreases to zero.
  • the absolute value of the difference between the detected current values I 1 and I 2 reaches the threshold value ⁇ I at time t 2 .
  • the fail-safe control is performed.
  • the scale of the time axis of Fig. 5 is substantially the same as that of Fig. 2 described above.
  • the apparatus of the invention can detect a ground fault of the DC motor 1 more rapidly than the conventional apparatus.
  • the detection of an abnormal state of the DC motor 1 is performed on the basis of the difference between the current flowing into the DC motor 1 and that flowing out therefrom in this way, an abnormal state of the DC motor 1 due to a ground fault can be detected in a short period of time because the current flowing out from the DC motor 1 rapidly decreases and hence this difference becomes large in a short period of time.
  • FIG. 6 is a schematic block diagram illustrating the configuration of the control system of another embodiment of the invention.
  • components corresponding to those of Fig. 3 are designated by the same reference numerals, and their description is omitted.
  • the control system of Fig. 6 is characterized in the first and second current detection circuits 30 and 40.
  • the first current detection circuit 30 has a configuration in which the positive input terminal of an amplifier 31 is connected through a resistor 32 to one terminal (terminal connected to the side of the DC motor 1) of the first current detection resistor 3, the negative input terminal of the amplifier 31 is connected through a resistor 33 to the other terminal of the first current detection resistor 3, the positive input terminal is connected also to an offset power supply 35 through a resistor 34, and the output terminal and negative input terminal of the amplifier 31 are connected to each other via a resistor 36.
  • the first current detection circuit 30 detects the voltage across the first current detection resistor 3 and supplies the detection result (output voltage V IA of the amplifier 31) to the control unit 7 as information indicative of the current flowing into or flowing out from the DC motor 1.
  • the second current detection circuit 40 has a configuration in which the positive input terminal of an amplifier 41 is connected through a resistor 42 to one terminal (terminal connected to the side of the DC motor 1) of the second current detection resistor 4, the negative input terminal of the amplifier 41 is connected through a resistor 43 to the other terminal of the second current detection resistor 4, the positive input terminal is connected also to an offset power supply 45 through a resistor 44, and the output terminal and negative input terminal of the amplifier 41 are connected to each other via a resistor 46.
  • the second current detection circuit 40 detects the voltage across the second current detection resistor 4 and supplies the detection result (output voltage V IB of the amplifier 41) to the control unit 7 as information indicative of the current flowing into or flowing out from the DC motor 1.
  • the offset power supplies 35 and 45 of the first and second current detection circuits 30 and 40 have a common power supply source.
  • Fig. 7 is a graph showing the detection characteristics of the first and second current detection circuits 30 and 40.
  • the output voltage V IA of the amplifier 31 and the output voltage V IB of the amplifier 41 are plotted as ordinate and the value of the driving current (flowing-in or flowing-out current) of the DC motor 1 as abscissa, so as to show the relationship between them.
  • the value of the driving current of the DC motor 1 is positive when the driving current flows in one direction, and negative when it flows in the opposite direction.
  • the state wherein the output voltages V IA and V IB are equal to an offset voltage V OFF is the state wherein no driving current of the DC motor 1 flows.
  • the detection characteristics of the first current detection circuit 30 are indicated by a line of positive gradient (V IA in the figure), and those of the second current detection circuit 40 are indicated by a line of negative gradient (V IB in the figure).
  • V IA positive gradient
  • V IB negative gradient
  • the detection characteristics of both the first and second current detection circuits 30 and 40 change because the offset power supplies 35 and 45 of the first and second current detection circuits 30 and 40 have a common power supply source.
  • Fig. 8 is a graph showing the detection characteristics of the first and second current detection circuits 30 and 40 which are obtained when the power supply voltage is lowered.
  • the ordinate and abscissa of the graph are the same as those of Fig. 7.
  • the output voltage V IA of the first current detection circuit 30 and the output voltage V IB of the second current detection circuit 40 are indicated by a broken line and a one-dot chain line, respectively. Since the values of the output voltages V IA and V IB depend on the power supply voltage, in the case that the power supply voltage is lowered, the detection characteristics of the first and second current detection circuits 30 and 40 appear in such a manner that the output voltages V IA and V IB are saturated at a lower level, respectively.
  • the security of the electric power steering apparatus is impaired in this way. Therefore, it is required to perform the afore-mentioned fail-safe control so as to prevent the security from being impaired.
  • the first and second current detection circuits 30 and 40 having the circuit structures described above have the detection characteristics which are different from each other in polarity, when the power supply voltage is lowered, the difference between the detected current values which are respectively represented by their output voltages V IA and V IB becomes large. This allows the state in which the absolute value of the difference between the detected current values I 1 and I 2 is not smaller than the threshold value ⁇ I, to be continued for the predetermined period of time (i.e., YES in step S6 of Fig. 4), so that the fail-safe control is executed, thereby preventing the security from being impaired.
  • the thus configured electric power steering apparatus of this embodiment can detect the voltage drop of the power supply in addition to the early detection of a ground fault which was described in conjunction with the former embodiment. According to this embodiment, therefore, it is possible to realize an electric power steering apparatus of very high security.

Claims (15)

  1. Elektrische Servolenkvorrichtung zur Unterstützung einer Lenkkraft mittels eines Elektromotors (1), mit:
    einer Motortreiberschaltung (2) zum Steuern des Stroms, der dem Elektromotor (1) von einer Hauptstromquelle (5) zugeführt wird,
    einer ersten Stromdetektionseinrichtung (3,30) zum Detektieren des in den Elektromotor (1) fließenden Stroms,
    einer zweiten Stromdetektionseinrichtung (4,40) zum Detektieren des aus dem Elektromotor (1) heraus fließenden Stroms,
    einer Einrichtung (7) zum Errechnen der Differenz zwischen den von den ersten und zweiten Stromdetektionseinrichtungen (3,30,4,40) detektierten Strömen,
    einer Abnormitätsdetektionseinrichtung (7) zum Detektieren einer Abnormität der elektrischen Servolenkvorrichtung auf der Basis der errechneten Stromdifferenz, und
    einer Verhinderungseinrichtung (7), um bei Detektion einer Abnormität den Elektromotor (1) daran zu hindern, die Lenkkraft zu verstarken,
    dadurch gekennzeichnet, daß
    die ersten und zweiten Stromdetektionseinrichtungen (3, 30,4,40) zur Detektion des zwischen der Motortreiberschaltung (2) und dem Elektromotor (1) fließenden Stromes vorgesehen sind.
  2. Elektrische Servolenkvorrichtung nach Anspruch 1, ferner mit
    einem ersten Schalter (20a), der den dem Elektromotor (1) zugeführten Strom zum Drehen in Vorwärtsrichtung steuert,
    einem zweiten Schalter (20b), der den Elektromotor (1) zwecks Vorwärtsdrehung mit Masse verbindet,
    einem dritten Schalter (20c), der den dem Elektromotor (1) zugeführten Strom zum Drehen in Rückwärtsrichtung steuert,
    einem vierten Schalter (20d), der den Elektromotor (1) zwecks Rückwärtsdrehung mit Masse verbindet,
    wobei die erste Stromdetektionseinrichtung (3,30) den von dem ersten Schalter (20a) zu dem Elektromotor (1) fließenden Strom oder den von dem Elektromotor (1) zu dem vierten Schalter (20d) fließenden Strom detektiert, und
    die zweite Stromdetektionseinrichtung (4,40) den von dem Elektromotor (1) zu dem zweiten Schalter (20b) fließenden Strom bzw. den von dem dritten Schalter (20c) zu dem Elektromotor (1) fließenden Strom detektiert.
  3. Elektrische Servolenkvorrichtung nach Anspruch 1 oder 2, bei der die erste Stromdetektionseinrichtung (3,30) einen Widerstand (3), der mit dem Elektromotor (1) verbunden ist, und eine Schaltung (30) zum Detektieren des durch den Widerstand (3) fließenden Stroms aufweist.
  4. Elektrische Servolenkvorrichtung nach einem der Ansprüche 1-3, bei der die zweite Stromdetektionseinrichtung (4,40) einen Widerstand (4), der mit dem Elektromotor (1) verbunden ist, und eine Schaltung (40) zum Detektieren des durch den Widerstand (4) fließenden Stroms aufweist.
  5. Elektrische Servolenkvorrichtung nach einem der Ansprüche 1-4, bei der die Abnormitätsdetektionseinrichtung (7) den Absolutwert der errechneten Differenz mit einem vorgegebenen Wert vergleicht.
  6. Elektrische Servolenkvorrichtung nach Anspruch 5, bei der die Abnormitätsdetektionseinrichtung (7) eine Abnormität der elektrischen Servolenkvorrichtung zu dem Zeitpunkt detektiert, zu dem ein Zustand, in dem der Absolutwert der errechneten Stromdifferenz nicht kleiner ist als der vorgegebene Wert, für eine vorbestimmte Zeitdauer bestanden hat.
  7. Elektrische Servolenkvorrichtung nach einem der Ansprüche 1-6, bei der die Abnormitätsdetektionseinrichtung (7) einen Masseschlußfehler des Elektromotors (1) detektiert.
  8. Elektrische Servolenkvorrichtung nach einem der Ansprüche 1-7, ferner mit einer Stromquelle (5) zum Zuführen eines elektrischen Stroms zum Treiben des Elektromotors (1) und einer Ausfallüberwachungs-Relaisschaltung (6) zum Steuern der Stromzufuhr von der Stromquelle (5) zu dem Elektromotor (1).
  9. Elektrische Servolenkvorrichtung nach Anspruch 8, bei der bei Detektion der Abnormität die Verhinderungseinrichtung (7) einen Relais-Kontakt der Ausfallüberwachungs-Relaisschaltung (6) in den Aus-Zustand schaltet und dadurch die Stromzufuhr zu dem Elektromotor (1) unterbricht.
  10. Elektrische Servolenkvorrichtung nach Anspruch 1 oder 2, bei der ein erster Widerstand (3) mit dem Elektromotor (1) verbunden ist, ein zweiter Widerstand (4) mit dem Elektromotor (1) verbunden ist, eine erste Spannungsdetektionseinrichtung (30) die an beiden Enden des ersten Widerstandes (3) auftretende Spannungscharakteristik detektiert, eine zweite Spannungsdetektionseinrichtung (40) die an beiden Enden des zweiten Widerstandes (4) auftretende Spannungscharakteristik detektiert, eine Abnormitätsdetektionseinrichtung (7) eine Abnormität der elektrischen Servolenkvorrichtung auf der Basis der aus den ersten und zweiten Spannungsdetektionseinrichtungen (30,40) erhaltenen Detektionsergebnisse detektiert, und eine Verhinderungseinrichtung (7) bei Detektion einer Abnormität den Elektromotor (1) daran hindert, die Lenkkraft zu unterstützen.
  11. Elektrische Servolenkvorrichtung nach Anspruch 10, bei der die erste Spannungsdetektionseinrichtung (30) aufweist: einen Verstärker (31), wobei der positive Eingangsanschluß des Verstärkers (31) mit demjenigen Anschluß des ersten Widerstandes (3) verbunden ist, der auf der Seite des Elektromotors (1) angeordnet ist, der negative Eingangsanschluß des Verstärkers (31) mit dem anderen Anschluß des ersten Widerstandes (3) verbunden ist, der Ausgangsanschluß des Verstärkers (31) mit dem negativen Eingangsanschluß verbunden ist; und eine Offset-Stromquelle (35), die mit dem positiven Eingangsanschluß des Verstärkers (31) verbunden ist, und die zweite Spannungsdetektionseinrichtung (40) aufweist: einen Verstärker (41), wobei der positive Eingangsanschluß des Verstärkers (41) mit demjenigen Anschluß des zweiten Widerstandes (4) verbunden ist, der auf der Seite des Elektromotors (1) angeordnet ist, der negative Eingangsanschluß des Verstärkers (41) mit dem anderen Anschluß des zweiten Widerstandes (4) verbunden ist, der Ausgangsanschluß des Verstärkers (41) mit dem negativen Eingangsanschluß verbunden ist; und eine Offset-Stromquelle (45), die mit dem positiven Eingangsanschluß des Verstärkers (41) verbunden ist.
  12. Elektrische Servolenkvorrichtung nach Anspruch 11, bei der die Stromversorgungsquelle der Offset-Stromquelle (35) der ersten Spannungsdetektionseinrichtung (30) die gleiche ist wie die Stromversorgungsquelle der Offset-Stromquelle (45) der zweiten Spannungsdetektionseinrichtung (40).
  13. Elektrische Servolenkvorrichtung nach einem der Ansprüche 10-12, ferner mit einer Stromquelle (5) zum Zuführen eines elektrischen Stroms zum Treiben des Elektromotors (1) und einer Ausfallüberwachungs-Relaisschaltung (6) zum Steuern der Stromzufuhr von der Stromquelle (5) zu dem Elektromotor (1).
  14. Elektrische Servolenkvorrichtung nach einem der Ansprüche 10-13, bei der die Abnormitätsdetektionseinrichtung (7) einen Masseschlußfehler des Elektromotors (1) und einen Spannungsabfall der Stromquelle (5) detektiert.
  15. Elektrische Servolenkvorrichtung nach einem der Ansprüche 10-14, bei der bei Detektion der Abnormität die Verhinderungseinrichtung (7) einen Relais-Kontakt der Ausfallüberwachungs-Relaisschaltung (6) in den Aus-Zustand schaltet und dadurch die Stromzufuhr zu dem Elektromotor (1) unterbricht.
EP92111471A 1991-07-10 1992-07-07 Lenkung mit elektrischer Hilfskraft Expired - Lifetime EP0522492B1 (de)

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JP6168291 1991-07-10

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EP0522492A2 (de) 1993-01-13
DE69217280T2 (de) 1997-05-28
EP0522492A3 (de) 1994-03-23
DE69217280D1 (de) 1997-03-20
US5303156A (en) 1994-04-12

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